Internal-combustion engine



April 17, 1928. 1,666,159

J. A. H; BARKEIJ INTERNAL COMBUSTION ENGINE Filed April 50. 1924 Inventor, Jean, A15. Bar/66f];

' Jttorney.

Patented Apr. 17, 1928.

JEAN A. H. BARKEIJ, OF LOS ANGELES, CALIFORNIA;

, INTERNAL-COMBUSTION ENGINE.

Application filed April 30, 1924. Serial No. 710,075.

In this specification, and the accompanying drawing, I shall describe and show a preferred form of my invention, and specifically mention certain of its more important objects. I do not limit myself to the forms disclosed, since various changes and adaptations may be made therein without departing from the essence. of my invention as hereinafter claimed; and objects and advantages, other than those specifically mentioned, are included within its scope.

My invention relates to internal combustion engines of the two-cycle valveless type, and its principal objects include; first, to secure increased fuel economy by better scavenging; second, to afford valveless means for pre-compressing air for scavenging purposes; and, third, to produce a very simple construction, requiring a minimum of care and adapted for highly satisfactory performance. I

My objects are attained in the manner illustrated in the accompanying drawing, in which-- Figure 1 is a diagrammatic longitudinal section of my invention in elevation; I

Figure 2 is a similar view of the same, except that the crank of the engine has been revolved 180 degrees, and the relative positions of the respective parts have been changed accordi'n 'ly; and

Figure 3 is ragmentary cross section taken on the line 33 of Fig. 1, on a plane revolved 90 degrees about the cylinder axis.

Similar reference numerals refer to similar parts throughout the several views.

In the description to follow it is to be remembered, as indicated above, that the Figs. 1 and 2 of the drawing are purely diagrammatic. Taking either of these figures a better understandingof the diagram ma perha s be had by imagining that originally the eft hand portion was drawn in the plane of the picture as now, and the right hand side was drawn immediately in front of it on a plane parallel to the picture plane. Then the front picture was revolved 180 degrees, or rear side forward, and-moved to the right and back to the picture plane, ver much in the way that the leaves of a boo are opened.

Both of the first two figures re resent the same identical pair of di erentia cylinders constituting a single completeunit of my engine. Two or more such units may be assembled on a single base, and be 0 eratively connected to a single crank sha to constitute a four or, six cylinder engine.

The upper portions 3 and 4 of the differential (two-diameter) cylinders are used for power development. The lower and larger portions 5 and 6 are used for compression purposes. Differential pistons 7 and 8 are adapted to, reciprocate intheir respective cylinders and are operatively connected by rods 9 and 10 to a common crank shaft 11. The throws of the cranks are 180 degrees apart.

The upper or trunk portions of the pistons are interiorly divided by partitions 12 forming cylindrical chambers 13 at their top ends; and ports 14 and 15 in the walls of the piston trunk establish communication with these chambers. When the pistons have reached the end of their downward strokes, ports 14 come into registry with similar ports 16 in the cylinder walls. Piston 8 of Figure 1 and piston 7 of F igure 2 are at their lowest positions, and their ports 14 register with ports 16 in their respective cylinders. Port 15 in the wall of the trunk piston can be placed lower, if desired; it can be placed even below the recesses 27, in order to admit the gas as far away as possible from one end of the transfer passages 24, in which air is admitted.

more or less simultaneously at the other end thereof, as will be explained afterwards.

The best location for port 15 is nearest to the broader portion of pistons 7 and 8.

Ports 16 are the gas intake ports. The

exhaust ports are shown at 17. Ports 18 of a I the two cylinders are connected into a common duct 19 leading to-a three-way valve 20. By means of the valve this duct may be, put into communication with the atmosphere, through tube 21', or with the muflier ofthe engine through tube 22.

Ports 23 of each cylinder are cross-connected to ports 24 of the op osite cylinder through transfer tubes 25 an and the trunk portions of the pistons are hemispherically recessed, as shown at 27, to permit of establishing communication between ports 18 and 23 when the pistons are at the upper end of their travel.

The power cylinders and cylinder heads may. be water-jacketed as shown at 28 and 29, and ignition is accomplished by means of spark plugs 26 as shown,

ios

For reasons that will appear below, the

volume of transfer tubes 25 and 26 is made of illustration. Also the compression displacement in cylinders 5 and 6, being annular in form, has a volume substantially the same as the power'piston displacement and the volume of the transfer tubes.

The operation of my engine may be described as follows- Referring first to the left hand portion of Figure 1, piston 7 has just completed its upstroke and has compressed 'a charge of explosive mixture in cylinder 3 ready for firing by plug 30. During this same just prereding up-stroke the large end of-the piston has also compressed gas in annular space 5 and air in transfer tube 25 leading therefrom in a manner that will be undertoodpresently. Ports 18 and 23 of this cylinder have also become inter-communicating through the recess 27.

Referring now to the right hand side of Figure 1 it is seen that piston 8 has just 'com-.

pleted its down or power stroke, and has uncovered orts 17 and 23 of its cylinder. The air tiat was compressed in the transfer tube 25 as mentioned in the preceding paragraph, rushes through port 23, is deflected upward by baflie 31, and forces the burnt gases out of exhaust port 17. This inrush of air is followed by an inrush of ex losive gas, compressed in cylinder 5, and fbllowin the air through the transfer tube. Cylin er 4 is filled with explosive mixture in this mannerafter the burnt gases have been expelled and this mixture will be compressed ready to be fired on the next succeeding upstroke of this piston.

Still referring to the right hand side of Figure 1, the large end of piston 8 has been creating a vacuum in annular space 6 during its just preceding down-stroke iuitil nearly to the end of its down travel. At that point ports 14 and 16 come into registry and the vacuum'draws gas through these ports and port 15 into annular space 6, as shown by arrow 32. Also the contents of transfer tube 26 are drawn into space 6 and are replaced by air drawn in through tubes 21 and 19, and recess 27 of the left hand piston.

\Ve will now refer to Figure 2 representing the relative positions of the various parts after the next succeeding stroke, or half revolution, has been completed. Considering first the left hand half of this figure we note that piston 7 has been forced downward by the gases exploded in cylinder 3. Its exhaust port 17 has been 0 ened and scavenging air followed b fre as has come in through port 23 an re laced the burnt gases. Fresh gas has been rawn into cylinder 5 through ports 14, 15, and 16 as shown by arrow 32 and from transfer tube 25 through port 24.

Considering the right hand side of Figure 2 piston 8 has compressed the explosive charge previously admitted in cylinder 4, and the charge is ready for firing. Gas has been compressed in c linder 6 for the purpose of replenishing t 1e charge in cylinder 3 through transfer tube 26, in the manner just explained.'

The above description covers a half cycle performance of each cylinder and, taken altogether for the four cylinders, indicates the full two-stroke cycle operation. It remains to explain somewhat more clearly the function of the transfer tubes 25 and 26.

7 At the time that recesses 27 connect ports 18 and 23 the large ends of the pistons in the opposite compression cylinders are at the bottom-of their strokes and have created vacuums in the annular spaces above them. The contents of the transfer tubes rush into these spaces and in so doin draw in replacing air through tubes 21 an 19. The contents of the transfer tubes flowing into the compression cylinders in this manner is gas, as will be seen presently. Gas is also admitted through ports 15 at the same already explained. Before the compression pistons start upward therefore the annular spaces are filled with gas, and the transfer tubes are filled with air.

The pistons in the compression cylinders start their upward compression strokes at the same time that ports 23 in the op osite cylinders become closed through the own ward motion of their pistons. Consequently the air trapped in the transfer tubes, as well as the gas in the compression chambers behind, becomes compressed. This compressed air and gas remains stratified. \Vhen ports 23 are next opened they are uncovered by the top edge of the power pistons. The compressed air then rushes into the power cylinders to perform its scavenging functions and is followed by the gas compressed in the annular spaces of the opposite large cylinders. \Vhen ports 23 are next elosedonly gas remains in the transfer tubes and their cycle of operations is completed.

I have foundthat at certain engine speeds, and under certain conditions otherwise affecting the operation of my engine, that it may be advisable to make apartial use of burned gases in the transfer tubes in place of all air. This explains the presence of threeway valve 20, and tube 22 describedas leadmg to the mufller. This provision at first sight seems rather absurd but as a matter of fact it is not. Briefly the reason is that the explosivemixture of. as and air will, under certain operating con itions, be not so much upset by using a certain amount of burned gas in the transfer tubes as if all air was tit) time, in the way usedn Valve 20 may be manipulated in such with the art involved, I claim:

1. In a two stroke cycle engine, the co1nbination, a differential cylinder, a differential trunk piston therein operatively connected toa crankshaft, a transfer port, an exhaust port, an inlet port at the lower end of the-smallbore of said cylinder, an inlet and outlet port of a passageway in said trunk of said differential piston, connecting said inlet port in the c linder wall with the annular compression 0 iamber'. at the lower end ofits stroke, a conduit connecting said annular chamber with the explosion chamber of the adjacent cylinder.

2. In a valveless two stroke cycle engine, in combinatioma pair of differential cylinders with differential trunk pistons therein operatively connected to a crankshaft for opposite reciprocation, transfer passages connecting the upper end of each large cylinder bore with a port in the-lower end of the adjacent smallcylinder bore, and means for connecting said ports in each cylinder to the atmosphere by the movement of their respective pistons at the upper end of their strokes.

3. In a valveless two stroke cycle engine, in combination, a pair of differential cylinders with differential pistons therein operatively connected to a crankshaft for opposite reciprocation, transfer passages connecting the upper end of each large cylinder bore with a transfer port in'the lower end of the adjacent small cylinder bore, ports connected to the atmosphere in the lower ends of each of said small bores below said transfer ports, and passages in said trunks adapted to connect said transfer and atmospheric ports when their respective pistons have reached the upper ends of their strokes.

4. In a valvcless two stroke cycle-engine, in combination, a pair of difi'erentialcylinders with differential trunk pistons therein operatively connected to a crankshaft for opposite reciprocation, transfer passages connecting the upper end of each large cylinder bore with a transfer port in the lower end of the adjacent small cylinder bore,

ports connected to the atmosphere in the lower ends of each of said small bores below said transfer ports, and passages in said trunks adapted to connect said transfer and atmospheric ports when their respective pistons have reached the upper ends of tl1eir strokes, said transfer ports being uncovered by their respective pistons at the lower end of their strokes.

5. In a valvele ss two stroke cycle engine the combination set forth in claim {3 said transfer passages each having a volume approximately the same'as that of said small cylinder bores.

6. In a valveless two stroke cycle engine the combination set forth in claim 4 said transfer passages each having a volume approximately'the same as that of said sinall cylinder bores.

7. A two cycle internal combustion engine com risin a""ower c linder and a com ression cylinder, with pistons operativelyconnected to a crankshaft, a second power cylinder and a second compression cylinder, with pistons therein operatively connected to said shaft, transfer .passages connecting each compression cylinder with a .port in the power cylinder of the other pair, means for opening said ports by the, movement of the respective power pistons at one end of their strokes and means for connecting said ports to the atmosphere by the movement of the respective power pistons at the other end of their strokes,

8. In an internal combustion engine, com

prising a difierential cylinder, a differential plston IBCIPIOCEttlIlg therein, sald piston attached to a crankshaft, an atmospheric in let port (16) in the cylinder wall of the,

' a differential cylinder, said piston and said cylinder having different diameters, an inlet port (16) in the cylinder wall of the small bore cylinder, a passage within the body of the small bore piston having two ports, one port (14) communicating with said inlet port (16) in the cylinder wall of the small bore cylinder, the other port (15) communieating with the annular chamber (6) formed by said small and big bore piston, when said piston is approximately in its bottom position.

JEAN A. n. 'BARKEIJ. 

